The men and women who plan, design, build, and manage the nation’s surface transportation network recently took a long, hard look at the way the federal government is handling transportation. The conclusion? Major changes are necessary if America wants to have a network that is safer and able to handle the huge increase in traffic expected during this century.

That’s the core finding in a comprehensive 72-page report released this week by the American Road & Transportation Builders Association (ARTBA). It is the result of a 16-month examination of current federal transportation law, policy and administration by a special ARTBA task force.

The association is calling on Congress to “reform, refocus, restructure and refinance” the federal surface transportation programs when they are up for reauthorization in 2009. ARTBA has identified what it believes — in addition to improving safety — should be the two priorities driving future federal involvement in transportation:

Ensuring that past mega-billion dollar investments made by the federal government in transportation infrastructure are protected and not allowed to fall into serious disrepair; and building the new, multi-modal infrastructure capacity that is needed to facilitate continued U.S. economic growth and competitiveness.

The ARTBA report cites six transportation-related threats currently facing the nation that demand immediate attention:

- The more than 43,000 lives lost and $230 billion in lost productivity, insurance and property costs annually due to motor vehicle crashes;

- Ever-worsening traffic gridlock that is now costing the U.S. economy $78 billion a year and growing in lost productivity and wasted motor fuel;

- A projected doubling of U.S. truck traffic in the next 25 years with just modest U.S. economic growth;

- Massive, on-going investments in new transportation infrastructure capacity being made by China, India and the European Union to facilitate their quest to be global economic superpowers;

- The current $19 billion annual shortfall at the federal level in meeting the level of capital investments necessary just to maintain current highway physical conditions and performance; and

- The expected insolvency of the federal Highway Trust Fund’s highway account — the source of nearly half of all capital investments in each year — beginning in 2009.

To respond to these challenges, the association is recommending that the existing federal surface transportation program be refocused and restructured, with two major components. One would be a “core program” largely dedicated to asset preservation and modernization, safety and environmental mitigation activities. Incumbent in this initiative is the need to dramatically increase federal investment in highway and public transportation improvements. ARTBA recognizes, however, additional resources alone will not solve the nation’s transportation challenges. The association has developed a series of specific operational recommendations to improve the efficiency and effectiveness of the existing programs.

 The second, a “Critical Commerce Corridors,” or “3C,” program, would be focused on adding new highway capacity, intermodal, inland waterway and seaport connectors, and upgraded border and gateway facilities.

 Under the ARTBA plan, the federal department of transportation would be charged with coordinating development of a 25-year “Critical Commerce Corridors” strategic business plan, identifying projects for development on a regional basis, setting completion priorities, and establishing cost estimates.

ARTBA suggests the “3C” program could be kicked off by tackling the nearly 200 traffic choke points on the Interstate Highway System that have already been identified by the U.S. Department of Transportation. It also envisions utilization of existing Interstate Highway System median and right-of-way, with tunneling and overhead structures where appropriate, for development of new freight and passenger rail capacity and “truck-only” lanes. A number of new corridors that would facilitate international freight movements have already been identified by state coalitions, the association points out.

Meeting “core program” needs will require adjustments in the existing federal motor fuel excise, ARTBA says. It suggests using new revenue streams, utilizing freight-related federal user fees, public/private investments and bonding to finance the proposed commerce corridors initiative.

The National Asphalt Pavement Association, American Concrete Pavement Association, National Stone, Sand and Gravel Association, and Portland Cement Association have already endorsed the 3C proposal.

ARTBA has shared the 3C concept with the National Surface Transportation Policy and Revenue Study Commission that is chaired by U.S. Secretary of Transportation Mary Peters. The 3C proposal was also included as a “top 10” recommendation in a July 2007 report “A New Vision for the 21st Century” published by the American Association of State Highway & Transportation Officials (AASHTO).

 Among the other recommendations in ARTBA’s reauthorization report:

Preparing for the Future: Begin the transition to new financing mechanisms, such as a motor vehicle mileage tax, recognizing that alternative fuels and increased efficiency will eventually dilute the ability of the federal gasoline tax to be the primary financing source for surface transportation improvements. ARTBA believes the next reauthorization bill should implement a specific transition timeline to ensure the implementation of this new financing architecture.

Improving Project Delivery and Protecting the Environment: Ensure timely delivery of transportation benefits by enhancing U.S. Department of Transportation authority over the planning process and provide opportunity for interested and qualified states to have control over environmental reviews. Transportation Enhancement Program funds should also be eligible for environmental stewardship measures—above and beyond minimum mitigation requirements.

Defending Public Safety: Boost infrastructure investment to improve motorist and highway worker safety in pursuit of a zero traffic fatality goal. ARTBA recommends increasing resources for SAFETEA-LU’s High-Risk Rural Road Safety Program to improve roadways that represent a documented safety threat.

The ARTBA plan also included legislative recommendations aimed at earmark reform, “maintenance of effort” requirements, increased federal investment in research, and revising certain “hours of service” requirements affecting short-distance, job-site transportation construction drivers in commercial vehicles.

Nearly 75 ARTBA volunteer leaders from the public and private sectors developed the policy proposals in the report. The ARTBA SAFETEA-LU Reauthorization Task Force was co-chaired by Tom Hill, chief executive of Atlanta, Ga.-headquartered Oldcastle, Inc., and Paul Yarossi, president, HNTB Holdings, Ltd., HNTB Corporation, based in New York City.